System and method for controlling charging of electric energy storage system of electric vehicle

Abstract

Systems and methods for operating a system for controlling charging of a battery of an electric vehicle of a user from a power source are based on a charging level between the power source and the electric vehicle and dynamically controlling an electrical energy storage system of the vehicle in a controlled manner. The level may differ from the maximum available charging power from the power source. The controlled intervention occurs according to a charging schedule determined by the server and sent by the server to the charging cable. The charging cable is then operated according to the charging schedule, resulting in a corresponding controlled charging of the electrical energy storage system of the vehicle.

Description

[0001] (This application is a divisional application of the application with the application date of May 31, 2019, application number 2019104710924, and invention name "System and method for controlling charging of an electrical energy storage system for an electric vehicle".) Technical Field

[0002] The present disclosure relates to systems and methods for controlling charging of an electrical energy storage system for an electric vehicle. Background Art

[0003] Charging electric vehicles presents a number of problems, including: accessing different power sources; providing safe and effective charging to the electric vehicle; and arranging to fully charge the electric vehicle at a given point in time.

[0004] There are a variety of different power sources available for charging electric vehicles. Although a common source can be a typical household wall outlet, aftermarket improvements are available to increase the power delivery of household outlets. Commercial charging stations are becoming increasingly common in public spaces and such charging stations are capable of delivering a higher amount of electrical power compared to standard household outlets, thereby reducing the amount of charging time required to restore an electric vehicle to full power. Both household and commercial power outlets tend to have various plugs determined by technology, national, and international conventions.

[0005] Consistent with the increasing popularity of electric vehicles, the proprietary equipment (including charging cables) of these electric vehicles is becoming increasingly diverse. In order to safely and fully transfer charge from the source to the electric vehicle as well as for physical connection (i.e., having a plug suitable for the corresponding outlet), modern electric vehicle charging cables must be able to interact with a variety of charging power sources.

[0006] Electric vehicles can include a variety of different electrical energy storage systems (sometimes referred to as batteries or accumulators) and support electronics, which complicates the charging process and may confuse the user as to when and for how long to charge. Typically, an electric vehicle user plugs his / her vehicle into a power source and allows it to charge overnight, although such charging durations may not be necessary or sufficient, available or convenient, and / or suitable for the life of the electrical energy storage system. Further, if a large number of electric vehicles are plugged into the local power grid relatively simultaneously, the load imposed on the local power grid can become huge for the infrastructure, resulting in power outages, equipment failures, and safety hazards.

[0007] The solutions proposed above include improving the technical capabilities of the charging cable by adding certain improvements to the charging cable. For example, to facilitate access to various power outlets, an electric vehicle charging cable may include an adapter in the form of a cable portion, one end of which has a first plug connecting the rest of the charging cable, and the other end of which has a second plug specifically configured to fit a particular power outlet.

[0008] There are still some problems with the charging cable, including: how to ensure end-to-end power and information connectivity; how to ensure the safe delivery of power from the socket to the electric vehicle (EV); and how to effectively manage and control the delivery of power to meet the specific charging needs of the user.

[0009] Some solutions have been proposed in the art. For example, U.S. Patent 8,085,034 B2 proposes a system and method for managing the charging of a vehicle, in which multiple charging points are centrally managed. Electric vehicles connected to the charging points communicate directly with a central server, which implements controlled power distribution to the charging points based on electric vehicle priorities and charging allocations. This innovation is limited by the communication capabilities of individual electric vehicles and the number of available charging points as part of a centralized management system.

[0010] US2018 / 0001776 proposes a charging cable having an in-cable control box that houses two communication modules, a processor, and a memory. One communication module extracts electric vehicle information directly from the electric vehicle via power line communication, and the second communication module communicates via Wi-Fi with a power supply device communication controller that implements the charging of the electric vehicle. The information communicated to the power supply device communication controller includes the maximum charging power of the electric vehicle, the requested charging duration, and the billing request (upon completion). KR101197552(B1) proposes a similar configuration, and CN205160153 involves including wireless communication in the control box for communication between the electric vehicle and a remote source. DE102009025302(B4) involves exchanging information between the electric vehicle and a central server to implement detailed billing, etc. Although these innovations involve making sufficient available power for charging the electric vehicle at the maximum charging rate for a sufficient amount of time to reach a specific electric vehicle battery charge level, other future-oriented solutions in the art would be desirable because traditional cables may become insufficient or inconvenient as the use of electric vehicles becomes more widespread.

[0011] In addition to considerations related to the simplicity and convenience of using a charging cable, the local power grid may be challenged by the increasing popularity of electric vehicles. Over time, traditional power grids with few large central power stations may be replaced by power grids with a large number of smaller energy suppliers connected in a decentralized manner. As a result, the tasks to be solved by the operators of modern power grids are much more complex. Energy suppliers that utilize wind energy and solar energy supply renewable energy, which in some cases can only be planned to a limited extent and is subject to significant fluctuations.

[0012] In order to balance the supply of electrical energy transmitted by power stations with the demand for electrical energy and to help ensure the stability and reliability of the power grid, the connected energy suppliers and electricity consumers will need to be continuously monitored. For this purpose, the load of the power grid can be monitored over time to determine the times of higher load. Based on the determined load process, static electrical loads are switched off during critical time periods, enabling load balancing to be achieved over a longer period of time.

[0013] The connection and disconnection of loads have traditionally been achieved through pulsating control. In modern power grids, i.e., so-called "smart grids", pulsating control is supplemented by "smart meters" that enable the detection of the state of the power grid in the vicinity of multiple main power connection points over time. The communication of decentralized measuring units or "smart meters" with the central station may be carried out via a network operating according to Internet protocols. Methods for short-cycle data detection and control of measuring points in smart grids using smart metering or smart grid functions are known from, for example, WO 2012 / 055566 A2.

[0014] If there is now a difference between the supply and demand of energy, the regulating energy or regulating power available to the energy supplier is used to avoid a power grid collapse in the event of an increase in demand or an energy surplus in the event of too little demand. The compensation for the above-mentioned differences or fluctuations in the power grid is provided by regulating energy.

[0015] The available regulating energy is divided into different categories. Regulating energy that can be called upon within a few seconds is referred to as primary reserve. Regulating energy that can be called upon within one minute is referred to as secondary reserve. In addition, the regulating energy includes a reserve component that can be called upon after 15 minutes (minute reserve) or a reserve component that can be called upon after several hours (hour reserve).

[0016] In the case of grid overload, positive regulating energy is stored in the grid. If there is an energy surplus, negative regulating energy is withdrawn from the grid. Power stations capable of regulation (such as fast-response gas turbine power stations or pumped storage power stations, etc.) are used for the required output adjustment. However, even with fast-starting power stations, power supply is always carried out with a large delay, which can be disadvantageous. In addition, the energy from the primary reserve may be expensive.

[0017] The regulation of the grid may be even more challenged by the demands of energy consumers (such as electric vehicles that draw a larger amount of energy from the grid). Although the connection or disconnection of low-energy-consuming systems is usually evenly distributed due to their large number or can be planned based on experience, this is unlikely or not the case at all for electric vehicles. Dynamic loads such as electric vehicles can selectively load the grid relatively strongly at any moment of a day or a time. In this sense, for example, in a residential area, when the grid operator does not expect a larger load, a relatively large number of drivers drive their electric vehicles home at night (e.g., after evening activities); several electric vehicles may coincidentally charge simultaneously, thereby suddenly triggering a high load. Although such a situation can be absorbed by the grid's regulation technology, expensive primary reserves may be required to compensate for these processes. The presence of larger energy consumers such as electric vehicles may require a high availability of the grid's regulation capabilities, for example, by providing expensive primary reserves. Summary of the Invention

[0018] Therefore, embodiments of the techniques described herein are provided to substantially eliminate one or more of the problems caused by the limitations and disadvantages of the prior art when providing an improved solution for selectively and safely charging an electric vehicle from different power sources.

[0019] One aspect of the techniques described herein relates to a method for operating a system for controlling the charging of an electric vehicle's energy storage system from a power source. The system includes a server and a charging cable having a communication module for wireless communication with the server. In the method, a data signal is received at the server via the charging cable. The data signal includes a cable specification and location data indicating the location where the charging cable is connected to the power source. An information source is accessed by the server to obtain environmental information. The environmental information includes at least grid information and calendar information associated with the user. A charging schedule is generated by the server based on the cable specification, the location data, and the environmental information. The charging schedule is sent by the server to the communication module of the charging cable. The charging cable causes the energy storage system to be charged according to the charging schedule.

[0020] Another aspect of the technology described herein relates to a system for controlling the charging of an electrical energy storage system of a user's electric vehicle from a power source. The system includes a server and a charging cable. The server includes a processor, a data storage system, and a first communication module. The charging cable has: a control box configured to set a predetermined power charging selection limit for the electric vehicle; an adapter arranged to connect the control box and the power source; and a second communication module for wireless communication with the server. The processor is configured to: receive a data signal transmitted through the second communication module of the charging cable, wherein the data signal includes a cable specification and location data indicating the location where the charging cable is connected to the power source. Additionally, the processor is configured to access at least one information source to obtain environmental information, wherein the environmental information includes at least grid information and calendar information associated with the user. Further, the processor is configured to generate a charging schedule based on the cable specification, the location data, and the environmental information, and send the charging schedule to the second communication module of the charging cable. The charging cable is configured to charge the electrical energy storage system according to the charging schedule.

[0021] The technology described herein not only improves the convenience of using a charging cable but also takes into account specific situations or environmental information to optimize the charging process. From the user's perspective, the charging process is optimized because, among other things such as financial considerations, battery degradation, and carbon footprint, charging can be performed at a reduced or optimized cost. From the perspective of the grid operator, the charging process is also optimized because load balancing is improved.

[0022] Regarding convenience of use, the technology described herein minimizes user actions, thereby substantially achieving a plug-and-play function. That is, all the user needs to do is: park the electric vehicle at a charging location (e.g., at home or at a public charging station where identification may be required before a charging session) and connect the charging cable to the charging station and the electric vehicle. Then, the charging cable controls the optimized charging based on the charging schedule.

[0023] In one embodiment, the server extracts an identifier unique to the charging cable from the cable specification. The identifier is associated with user-specific data and electric vehicle-specific data. This enables the identification of the charging and the obtaining of cable and vehicle-specific information without user involvement as well.

[0024] Other information for generating the charging schedule is also obtained by the server. For example, in one embodiment, calendar information is obtained by accessing a user calendar information source, and information related to the electrical energy storage system is obtained by accessing an electric vehicle information source. In one embodiment, information related to the power grid is obtained by accessing a power grid information source, where the power grid information specifies a maximum current load based on the location information.

[0025] In one embodiment, the charging schedule sets a start time during charging and ends at an end time. The end time is based on calendar information associated with the user. The charging schedule includes a plurality of time periods between the start time and the end time, and each of these time periods defines a specific charging power to be used during that time period. In one embodiment, the charging power can be zero during a certain time period, while the charging power can be at a maximum during another time period.

[0026] In one embodiment, the charging schedule is determined by applying a lowest cost path search algorithm. By applying the techniques described herein, the available time between the start time and the end time and the total amount of energy required to charge the electrical energy storage system are determined. The required power is based on the information obtained from the electric vehicle information source, which includes the current charge state of the electrical energy storage system, the desired target charge state of the electrical energy storage system, and the capacity. The maximum power that can be drawn for charging is determined based on the power grid information and the electric vehicle information. Using this information, a plurality of power states are set at selected time points between the start time and the end time. Transitions to adjacent power states are determined for each power state, and a detailed cost is determined for each transition. In addition, the detailed cost is converted into a weighting factor for each transition. The lowest cost path is determined and the lowest cost path is transformed into the charging schedule.

[0027] Since the situation and circumstances may change over time, the techniques described herein adapt to such changes. In one embodiment, in the case where changed environmental information is detected during charging, a new charging schedule is generated by the server. The new charging schedule is sent by the server to the communication module of the charging cable. The charging cable causes the electrical energy storage system to be charged according to the new charging schedule. That is, the charging cable operates according to the last received charging schedule.

[0028] In one embodiment, the techniques described herein allow the use of proven protocols in the field of charging electric vehicles. For communication between the server and the charging cable, the Open Charge Point Protocol (OCPP) is applied. This protocol was originally specified for communication between a charging station and a central management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The accompanying drawings, which are included in and form a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.

[0030] Figure 1 is a schematic diagram of an exemplary system for controlling the charging of an electric vehicle's electrical energy storage system;

[0031] Figure 2 is a schematic flowchart of an embodiment of a method for controlling the charging of an electric vehicle's electrical energy storage system;

[0032] Figure 3 is a schematic diagram of an embodiment of a charging schedule;

[0033] Figure 4 is a schematic flowchart of another embodiment of a method for controlling the charging of an electric vehicle's electrical energy storage system;

[0034] Figure 5 is a schematic diagram of an exemplary method for generating a charging schedule;

[0035] Figure 6 is from Figure 5 an illustrative excerpt of;

[0036] Figure 7 is a schematic flowchart of an embodiment of a method for generating a charging schedule;

[0037] Figure 8 is a schematic diagram of an in-cable control box of a charging cable;

[0038] Figure 9 is a schematic diagram of a first arrangement for charging an electric vehicle's electrical energy storage system;

[0039] Figure 10a is a schematic diagram of a second arrangement for charging an electric vehicle's electrical energy storage system;

[0040] Figure 10b is Figure 10a a schematic diagram of the second arrangement for charging an electric vehicle's electrical energy storage system shown in different switching states;

[0041] Figure 11 is a schematic diagram of a third arrangement for charging an electric vehicle's electrical energy storage system;

[0042] Figure 12a is a schematic diagram of a signal diagram method for charging an electric vehicle's electrical energy storage system;

[0043] Figure 12bSchematic diagram of an embodiment of a method for charging an electrical energy storage system of an electric vehicle according to a second arrangement;

[0044] Figure 12c Schematic diagram of an embodiment of a method for charging an electrical energy storage system of an electric vehicle according to a first arrangement;

[0045] Figure 13 Schematic diagram of an embodiment of a method for charging an electrical energy storage system of an electric vehicle according to a first arrangement; and

[0046] Figure 14 Schematic diagram of an embodiment of a method for charging an electrical energy storage system of an electric vehicle according to a third arrangement. DETAILED DESCRIPTION

[0047] Figure 1 Schematic diagram of an exemplary system 1 for controlling the charging of an electrical energy storage system 27 of an electric vehicle 10. The illustrated system 1 includes a server 2 and a charging cable 20, which is shown with one end plugged into a socket of the electric vehicle 10 and the other end plugged into a power source 30. That is, the user / owner of the electric vehicle 10 prepares the electric vehicle 10 for charging at a home location or at a public or semi-public charging station. Thus, the power source 30 is located at one of these locations and is connected to a public and / or private power grid. The electrical energy storage system 27 is sometimes referred to as a battery, battery cell, or accumulator. The electric vehicle 10 includes a built-in electric vehicle supply equipment 11 (EVSE1) arranged to electrically connect between the electrical energy storage system 27 and the charging cable 20. According to a particular embodiment, the EVSE1 11 may be integrated with the electrical energy storage system 27.

[0048] Initially referring to the entire system 1 and hereinafter referring to Figures 8 - 14 Providing details of the charging cable 20, details of the server 2 and its operation in a particular environment and / or under particular circumstances are provided hereinafter. The server 2 is a cloud-based server and is itself configured to be remote from the electric vehicle 10, the charging cable 20, and the power source 30. Thus, the server 2 includes a processor 40 and a communication device for sending and receiving data signals via a communication network 44, which may include a wire-based network and / or a wireless network. These communications may be carried out over the Internet according to Internet protocols. For illustrative purposes, the communication device is represented by a communication module (COM) 42 in Figure 1 to provide communication via the communication network 44. As described in more detail hereinafter, the charging cable 20 includes a similar communication device, which is represented by a communication module CM(4G) 18 in Figure 1 to provide communication via the communication network 44.

[0049] AlthoughFigure 1 Only one electric vehicle 10 and one charging cable 20 are shown, but it is contemplated that the server 2 can be communicatively connected to more than one charging cable 20 at any given time. Similarly, more than one charging cable 20 can be connected to a power source 30, and more than one power source 30 can be provided at a particular location.

[0050] For illustrative purposes, Figure 1 multiple information sources communicatively connected to the server 2 are shown. As described in more detail below, these information sources include a (public) grid information source 4, a local grid information source 8, an energy provider information source 6, a carbon footprint information source 34, a user calendar information source 31, a user information source 28, and an electric vehicle information source 24. It is contemplated that these information sources may contain overlapping information, and some of these information sources can be combined into one information source. Additionally, in particular embodiments, it is contemplated that fewer, additional, or different information sources can be used.

[0051] These information sources can be provided within the server 2, for example stored in a memory 38 or a database 36; in one embodiment, a processor 40 can control access to the information sources. Some of these information sources can be external to and remote from the server 2 and accessible by the server 2 via an application interface and / or a communication interface. In one embodiment, the energy provider information source 6, the user calendar information source 31, the user information source 28, and the electric vehicle information source 24 can be at least partially implemented in the database 36. The user information source 28 can include, for example, a plurality of user profiles, each of which identifies a registered user, the user's address, and billing information; the user profiles can be linked, for example, to the user's electric vehicle 10, the user's energy provider, and the user's calendar. In one embodiment, the (public) grid information source 4, the carbon footprint information source 34, and the electric vehicle information source 24 can be external to the server 2.

[0052] Briefly, the techniques described herein are based on the concept of intervening in a controlled manner between the power source 30 and the electric vehicle 10 and dynamically controlling the charging level of the vehicle's electrical energy storage system 27; this level may be different from the maximum available charging power from the power source 30. The controlled intervention occurs according to a charging schedule determined by the server 2 and sent by the server 2 to the charging cable 20. The charging cable 20 then operates according to the charging schedule such that a corresponding controlled charging of the vehicle's electrical energy storage system 27 occurs.

[0053] The charging schedule is generated in consideration of information available from one or more of these information sources. The content of each of these information sources is described below:

[0054] · Energy provider information source 6: For a specific geographical area (e.g., a country, a state, or one or more regions within a country or state), this source provides data for identifying energy providers eligible to supply electrical energy to consumers (e.g., private, commercial, or public consumers) within that geographical area. These data can be classified at the city or street level. A specific street or area in a city can be served by one or more energy providers, enabling consumers to select, for example, an energy provider from among these energy providers as their energy provider based on service quality, reliability, and tariff structure, tariffs, costs. In addition, the data stored in the energy provider information source 6 identify whether the energy provider is an operator of the power grid within the geographical area.

[0055] · Power grid information source 4: This source provides data related to the structure of the power grid within a specific geographical area (e.g., a country or a state). The power grid can be formed by several individual power grids. The structure of the power grid can be defined by a transmission system and a distribution system that is the final stage of power delivery; the power grid delivers electricity from the transmission system to individual consumers. Distribution substations are connected to the transmission system and use transformers to step down the transmission voltage to a medium voltage ranging between 2 kV and 35 kV. Primary distribution lines deliver this medium-voltage electricity to distribution transformers located near consumer premises. The distribution transformers step down the voltage again to the voltage used by lighting, industrial equipment, or household appliances. Usually, several consumers are supplied with electricity from one transformer via secondary distribution lines. Commercial and residential consumers are connected to the secondary distribution lines via service drops.

[0056] This data specifies the maximum current load of the local neighborhood (split into local transformers for houses on the street) and the power grid maximum for the area. In addition, the data can include standard load profiles and the statistically normalized average household power consumption over a day. It is conceivable that energy suppliers use such information to predict power consumption for energy production planning.

[0057] · Local power grid information source 8: This source provides data specifying whether a local power grid is available and what kind of local power grid is available within a specific area and / or at a specific user / consumer premise. For example, whether electrical energy generated by a photovoltaic system or a wind turbine is available.

[0058] · Carbon footprint information source 34: This source provides data specifying how the electrical energy available in a specific geographical area is generated, e.g., by conventional power plants (e.g., by nuclear energy or fossil energy (natural gas, oil, or coal)) and / or by renewable / green energy (e.g., solar energy, wind energy, water energy). Generally, the more "green" energy used, the smaller the so-called carbon footprint. For example, the carbon footprint (conventional, green, or mixed) of the overall user electricity bill for the power grid can be obtained when the location of the user is known, e.g., when charging.

[0059] · User calendar information source 31: This source provides data for specifying the user's itinerary within a specified time period. This allows identification of the time when the user needs a vehicle. For example, a fully charged vehicle is needed at 8:00 am on a weekday. However, if there is a calendar entry for an appointment at 7:00 am, the system 1 can charge the vehicle at 6:00 am. Similarly, if the calendar entry only indicates short-distance vehicle use on a specific date, a fully charged vehicle may not be required.

[0060] · User information source 28: This source provides data related to the user. As described in more detail below, each user can set up a user account. Thus, for each user, the data includes personal data (e.g., address, billing information, and mobile phone information), energy provider data, local grid data, and vehicle-related data, such as the type of vehicle used by the user and the ID code of the charging cable 20. In one embodiment, the user's mobile phone runs an application-specific software program (referred to as an "App") dedicated to the electric vehicle 10, its operation, and energy management. According to a specific embodiment, the mobile phone allows the App to communicate with the communication device of the electric vehicle 10. The communication capability of the vehicle can be referred to as the "car cloud".

[0061] · Electric vehicle information source 24: This source provides data including static vehicle information, such as vehicle type, battery size (capacity), maximum charging rate (i.e., how quickly the vehicle can be charged), vehicle efficiency (for calculating the estimated mileage of the vehicle), operating efficiency (kilowatt-hours (kWh) consumed per 100 km / mile traveled), and charging efficiency. This source can also provide dynamic vehicle information, such as the current charging status of the battery 27. In one embodiment, the dynamic vehicle information can be obtained by the server 2 communicating with the communication device of the electric vehicle 10 using, for example, mobile phone communication technology. In another embodiment, the dynamic vehicle information can be obtained by the server 2 communicating with the user's mobile phone. In addition, vehicle information can be obtained by connecting to the vehicle manufacturer cloud that may have this information, and / or by installing a separate hardware module that can read this information and directly send this information to the cloud-based server in the electric vehicle 10.

[0062] With an understanding of the overall structure of the system 1, its components, and their functions, reference is made to Figure 2 to describe the operation of the system 1. Figure 2FIG. is a schematic flow chart of an embodiment of a method for controlling the charging of an electrical energy storage system 27 of an electric vehicle 10. In this embodiment, it is assumed that the user parks the electric vehicle 10 within the cable length range of a power source 30 at home, in a semi-public place, or in a public place. If it is not at a home location, it is assumed that: since the user provides some identification and / or billing information, or since charging at the power source 30 is free, the power source 30 is available at any time. The method starts at step MS1 and ends at step MS7.

[0063] In step MS2, the activation of the charging cable 20 is detected. In one embodiment, the charging cable 20 is activated after being connected to the (always available) power source 30. Since the charging cable 20 in this embodiment does not contain its own power source, the power source 30 supplies electrical energy to the charging cable 20. Once powered on, the communication module 18 of the cable generates an activation signal and transmits the activation signal as a radio frequency (RF) signal. The communication module 18 may include a SIM card and is configured to transmit the activation signal according to the 4G mobile communication standard. The server 2 receives the activation signal via its communication module 42.

[0064] In one embodiment, the communication between the server 2 and the charging cable 20 is carried out according to an application protocol (e.g., the Open Charge Point Protocol (OCPP)). This protocol is specified for the communication between a charging station and a central management system, but is used according to the technology described herein for the communication between the server 2 and the charging cable 20. It is conceivable that other protocols, such as proprietary protocols, may be applied.

[0065] In the case of entering step MS3, a data signal is received. The data signal is sent by the communication module 18 of the cable and received by the communication module 42 of the server. The data signal includes an identifier unique to the charging cable 20. This identifier enables the server 2 to search for a user profile associated with this identifier in the database 36. The user profile includes, for example, the specifications of the charging cable 20 (e.g., maximum current) and information related to the electric vehicle 10 to which the charging cable 20 belongs, assuming that the user is using the cable he / she currently knows together with other cables that may be in use, and also sending the specifications of the other cables to the cloud. In addition, the data signal includes location information, that is, information indicating where the charging cable 20 is currently located and inserted. For this purpose, the charging cable 20 includes a GPS module 23 (see 8) in one embodiment. Thus, the data signal includes the GPS coordinates identifying the current location of the charging cable 20.

[0066] In other embodiments, it is contemplated to detect the activation of the charging cable 20 by receiving the data signal of step MS3. In these embodiments, the transmission of a separate activation signal can be omitted. Additionally, the actions specified in steps MS2 and MS3 can be combined into a single step.

[0067] In the case of entering step MS4, an information source is accessed to obtain situation-specific information. This includes obtaining the current charge state of the vehicle's battery 27 by communicating directly with the vehicle cloud or by communicating with the user's mobile phone and requesting the mobile phone to obtain information from the vehicle cloud. This further includes collecting information related to the user's current location. The user's calendar can be used to determine when the user may need to charge their vehicle in combination with other sources (such as backup charging rules specified by the user, etc.), and to judge whether the local power grid is available at the user's location and what local charging capabilities it has. In addition to obtaining information related to the power supplier at the user's location, accessing the information source also includes obtaining information related to the current electricity price and its carbon footprint. Information related to the maximum current load in the local neighborhood (e.g., at the local transformer) is obtained from the grid source.

[0068] In the case of entering step MS5, a charging schedule is generated. This includes processing the information obtained in steps MS3 and MS4 to predict the current load demand on the power grid and to predict the available and required charging energy in the next time period (e.g., 24 hours). In one embodiment, this processing optimizes the power cost for this time period. More details regarding the generation of the charging schedule are provided below with reference to Figure 5 to provide more details regarding the generation of the charging schedule.

[0069] In the case of entering step MS6, the charging schedule is sent to the charging cable 20. The charging cable 20 operates according to the charging schedule as described below. After the charging process is completed, the user disconnects the charging cable 20 from the electric vehicle 10 and the power source 30. The method ends with step MS7.

[0070] Figure 3is a schematic diagram of an embodiment of a charging schedule. The figure shows an xy coordinate system, wherein the charging schedule is shown by a graph P(t) representing the charging power P as a function of time t. For the purpose of illustration, three power levels P1, P2, P3 and five time intervals (T1, T2, T3, T4, T5) are shown. During the first time interval between 0 and time T1, charging is set to occur at power level P3, which can be the maximum power level at the power source 30 or the power level determined by the current state of the power grid. During the second time interval between time T1 and time T2, charging is set to be reduced to power level P2, and then further reduced to power level P1 during the third time interval between time T2 and time T3. In the charging schedule shown, charging is set to stop during the fourth time interval between time T3 and time T4. That is, during the fourth time interval, the power level is 0. During the time interval between T4 and T5, charging is set to be restored to power level P2.

[0071] In the illustrated embodiment, the charging schedule is set to complete charging of the battery 27 by time T5. This may be any time before or at the time when the user requires the electric vehicle 10. At the end of charging according to the charging schedule, the battery 27 may be fully charged or charged to a lower level depending on, for example, the user's itinerary or preference.

[0072] The charging of the battery 27 may extend over a relatively long period of time, especially when charging at the user's home location. During this period of time, the situation-specific information may change. Figure 4 is a schematic flow chart of another embodiment of a method for controlling charging of an electrical energy storage system 27 of an electric vehicle 10. The embodiment relates to a situation in which situation-specific information changes while the charging cable 20 is operating according to a received charging schedule. The method includes Figure 2 The steps MS1 to MS7 shown correspond to steps MS1 - MS7. In addition, the method comprises additional steps MS8 to MS11.

[0073] In step S8, it is determined whether the charging cable 20 is still connected to the power source 30 and the electric vehicle 10. This can be determined by monitoring the periodic transmission signal ("heartbeat" signal) between the server 2 and the charging cable 20 (for example, according to the OCPP protocol). If no such heartbeat signal is detected, the charging cable 20 is deemed to be disconnected, and the method proceeds along the "no" branch to the end in step MS7. If the charging cable 20 is still connected and a heartbeat signal is detected, the method proceeds along the "yes" branch to step MS9.

[0074] In step MS9, as described above with reference to Figure 2As described in step MS4, access an information source to obtain situation-specific information.

[0075] In the case of entering step MS10, determine whether the information obtained in step MS9 is different from the information obtained in step MS4. This can include an evaluation regarding whether any differences are significant for demonstrating the generation of a new charging schedule. If any differences are considered to be of minor significance, the method returns to step MS8 along the "No" branch. However, if any differences are considered significant, the method enters step MS11 along the "Yes" branch.

[0076] In step MS11, as described in step MS5 with reference to the above Figure 2 generate a new charging schedule. Then, send the new charging schedule to the charging cable 20 for execution (step MS6). The charging cable 20 is configured to operate according to the last received charging schedule.

[0077] In Figure 2 and Figure 4 In the flowchart shown, a charging schedule is generated again in step MS5 and in Figure 4 in step MS11. Figure 5 is a schematic diagram of a typical method for generating a charging schedule. The figure shows an x - y coordinate system (a coordinate system of energy state E - time t), where multiple nodes N are interconnected via transitions G (represented by arrows) between energy states E1 to E4 and times t1 to t4 (only a few nodes N and transitions G are labeled). Node N0 is shown at the origin of the x - y coordinate system, and node NT is shown at the end of charging (time t4).

[0078] Each node N represents an energy state, that is, the total amount of energy charged so far (at given times t1 to t4). Each transition G between two nodes N represents a charging action at a given power; graphically, this means that the steeper the arrow, the stronger the power is used to achieve the next energy state in time. Node NT represents the target state, that is, the amount of charge the user wants for the battery 27 at time t4 when the electric vehicle 10 is needed.

[0079] In Figure 5 In the typical figure, the charging is planned to occur in four time periods between t = 0 and t = t4 through four static increments of energy (E1 to E4) that can be evenly spaced in a specific embodiment. Each node N has at most three outgoing transitions G, where: (horizontal) transitions represent no charging, (moderately inclined) transitions represent moderate / slow charging, and (sharply rising) transitions represent fast charging. After the set time period has elapsed, a transition to a different node N occurs. In Figure 5In an exemplary embodiment, the nodes N are evenly distributed within the shown two-dimensional region; this means that all nodes N are separated by the same amount of time on the x-axis and the same amount of energy on the y-axis. In other embodiments, it is contemplated that the distribution may be different.

[0080] As Figure 5 shown, there are many different alternative paths from node N0 until the end of the charging session to node NT, where node N0 represents the initial charging state of battery 27 before the start of the charging session. Node NT represents the charging state of battery 27 charged to the specified time. By assigning a cost to each transition G and then searching for the lowest-cost path from node N0 to node NT, the best path from node N0 to node NT is searched.

[0081] Once the costs are assigned, the shortest path is searched by using, for example, the Dijkstra algorithm commonly employed in navigation systems or any other path search algorithm. Briefly, the Dijkstra algorithm fixes a single node as the "source" node and searches for the shortest paths from the source to all other nodes in the graph, thereby generating a shortest path tree. The Dijkstra algorithm is generally known to operate as follows: Let the node where the path starts be the initial node, and let the distance of node Y be the distance from the initial node to Y. In the Dijkstra algorithm, some initial distance values are assigned that the algorithm attempts to improve step by step.

[0082] 1. Mark all nodes as unvisited. Create a set of all unvisited nodes called the unvisited group.

[0083] 2. Assign a tentative distance value to each node: Set this tentative distance value to zero for the initial node and to infinity for all other nodes. Set the initial node as the current node.

[0084] 3. For the current node, consider all unvisited neighbors of the current node and calculate the tentative distance of these neighbors through the current node. Compare the newly calculated tentative distance with the currently assigned value and assign the smaller value. For example, if the current node A is marked with a distance of 6 and the edge connecting the current node A to neighbor B has a length of 2, then the distance to reach B through A will be 6 + 2 = 8. If B was previously marked with a distance greater than 8, then change that distance to 8. Otherwise, keep the current value.

[0085] 4. When this operation is completed considering all unvisited neighbors of the current node, mark the current node as visited and remove the current node from the unvisited group. The visited nodes will not be checked again.

[0086] 5. If the destination node is marked as visited (when planning a route between two specific nodes), or if the minimum tentative distance between nodes in the unvisited group is infinite (which may occur when planning a full traversal; when there is no connection between the initial node and the remaining unvisited nodes), stop at the end of the algorithm.

[0087] 6. Otherwise, select the unvisited node marked with the minimum tentative distance, set this unvisited node as the new "current node", and then return to step 3.

[0088] When planning a route, there is no need to wait until the destination node is "visited" as described above; once the destination node has the minimum tentative distance among all "unvisited" nodes (and can thus be selected as the next "current" node), the algorithm can stop.

[0089] Regarding searching for the shortest path in the Figure 5 illustrated embodiment, meaningful costs are calculated as follows. For this purpose, refer to Figure 6 , where Figure 6 shows Figure 5 an excerpt of the illustrated curve graph with adjacent nodes N1, N2, N3. For each transition G, different parameters are known, for example, when the transition occurs, what charging power the transition represents, and what percentage of the overall start and end states in the battery 27 represent the battery 27. For example, maintaining a full charge of 100% for a long period of time is considered bad for the battery 27. Therefore, if the battery 27 is fully charged, a cost greater than zero can be assigned to the charging at all transitions G. This will cause the algorithm to try to fill the battery 27 as late as possible.

[0090] In addition, a list of "cost providers" is known; this is an abstract concept of any external or internal parameter intended to affect the charging schedule. Examples of these cost providers are battery optimization, carbon footprint, electricity price / power cost optimization, grid optimization, home solar consumption optimization, and dynamic load management optimization.

[0091] Now, the algorithm iterates through each transition G in the entire curve graph, and for each transition G, requests the cost of the transition G from each cost provider using the parameters from above. A vector with many costs is assigned to each transition G. Finally, (for example, by simply adding these costs or by weighting specific costs that are higher than other costs) all these costs are reduced to a single value. This single value is now the cost used by the path search algorithm when searching for the lowest-cost path. In Figure 6 , a cost of 174 is assigned to the transition G from node N1 to node N3, and a cost of 0 is assigned to the transition G from node N1 to node N2.

[0092] Most cost providers have low complexity; the electricity cost provider calculates the amount of energy charged during transition G and allocates the cost of that energy. The carbon footprint cost provider may, for example, make charging during "dirty hours" more expensive compared to when a large amount of green energy is being generated. A more complex cost provider is the load balancing / grid provider. This cost provider knows where the charging is taking place and which transformer serves that location. Additionally, this cost provider knows the current and expected load on that transformer and its power limits. The closer to the limit, the higher the load balancing / grid provider raises the price. It is conceivable that if another electric vehicle is charging or about to charge via the same transformer, this additional load may affect the cost (graph), for example, because the tariff charged during a specific time period may increase as the transformer gets closer to its power limit. To account for varying situations, as Figure 4 shown, the charging schedule can be recalculated. This improves load balancing and ensures that all vehicles within a block operate at the same price.

[0093] Referring to the foregoing and Figure 5 and Figure 6 , Figure 7 is a schematic flowchart of an embodiment of a method for generating a charging schedule. The method starts at step A1 and ends at step A11. In step A2, the available time to end charging the battery 27 is determined. This available time can be obtained from the user's calendar. The available time becomes the length of the x-axis in Figure 5 .

[0094] In the case of entering step A3, the total amount of electric power required to charge the battery 27 with the available charging time is determined. To make this determination, the current charge state of the vehicle's battery (e.g., it can be 50%), the desired target state (e.g., 80%), and the battery size (e.g., 100 KWh) are determined and processed. For example, using these typical values, 30 KWh of energy is required to charge. The required electric power thus determined becomes the length of the y-axis in Figure 5 .

[0095] In the case of entering step A4, the maximum electric power that can be drawn for charging is determined. This is the lower value of, for example, the maximum capacity of the electric vehicle 10 from the power source 30 and the maximum capacity of the grid connection. This becomes the maximum "steepness" of the transition G between the power states shown in Figure 5 .

[0096] In the case of entering step A5, the power state (node N in Figure 5 ) is set at specific time points (t1 to t4 in Figure 5 ).

[0097] In the case of entering step A6, for each power state set in step A5, a transition G to an adjacent state (node N) is determined. As Figure 5 shown, there are multiple (e.g., three) outgoing transitions G. Each transition G represents a charging action within a finite time period.

[0098] In the case of entering step A7, for each transition G, a detailed cost is determined. This determination is based on the above-mentioned cost providers, each of which represents an external or internal variable intended to optimize the charging.

[0099] In the case of entering step A8, for each transition G, the detailed cost determined in step A7 is converted into a weighting factor. This reduces multiple charging costs to an abstract number by weighting the costs of the cost providers in different or the same way.

[0100] In the case of entering step A9, the minimum cost path is determined. Referring to Figure 5 , this includes searching for the shortest path from the initial state (node N0) to the desired final charging state (node NT) by minimizing the cost over the entire path.

[0101] In the case of entering step A10, the minimum cost path determined in step A9 is transformed into a charging schedule. Since this path contains an ordered list of charging transitions G each containing the power to be charged as well as the start time and end time, this path can be transformed into a charging schedule. Then, the charging schedule is ready to be sent to the charging cable 20.

[0102] The technology disclosed herein can ensure that the power from the power source flows safely and continuously as long as needed and does so securely. Further, by communicating with the electric vehicle 10, embodiments of this technology can ensure that the electric vehicle battery 27 is optimally charged based on parameters surrounding the electric vehicle 10 and its user, rather than just based on how much maximum charging power is available from the power source. The "middleman" function briefly described above is achieved by a specific structure of the electronics and modules built into the charging cable 20, as well as a specific method of using these specific structures in combination with components built into or otherwise associated with other devices.

[0103] In one embodiment, a user may need to prepare to use the system 1 as described above. During the setup phase, the user may have to download an application-specific software (app) developed for use with the system 1 and create a user account (user profile) specifying, for example, a password, name, address, billing information, electric vehicle type, etc. The user account may be maintained in the database 36 of the server. The user links the user's charging cable 20 to the account, for example, by scanning a QR code or other code or manually entering an ID. The server 2 may obtain vehicle-specific information directly from the electric vehicle 10, for example, by logging into the vehicle cloud using the user's vehicle credentials. The server 2 may extract the static vehicle information as described above. The user may further link a calendar to the user account. Additionally, the app may allow the user to create charging rules related to the possible use of the electric vehicle or adjust / edit the standard rules that would suit most people.

[0104] Details of the charging cable 20, its functions, and its operation in the system 1 are described below. As used herein, an electric vehicle supply equipment is an arrangement of various electronic modules on one or more printed circuit boards having suitable power and structure for operating and performing the specified and intended functions as will be specified below.

[0105] This embodiment may be suitable for different power sources, which may include: a conventional single-phase or polyphase AC power source, typically in the range of 1 to 3 phases, with a rated voltage of 110 to 240 volts and a rated current of 13 to 20 amperes (as will be shown in Figure 11 ); a heavy-duty polyphase source with a rated current typically of 32 amperes; and a higher-capacity 3-phase AC power source with a rated voltage up to 480 volts and a rated current up to 32 amperes suitable for a 7-pin type 2 connector (as will be shown in Figures 9 - 10b ).

[0106] The composition of the electric vehicle charging cable may include a plurality of conductors that conform to the type of power source. As will be described, embodiments of the technology described herein will be elaborated for a higher-capacity power source that requires a charging cable with seven conductors. Other embodiments related to conventional single-phase or polyphase power sources will be illustrated using a charging cable that includes three conductors.

[0107] Embodiments of the techniques described herein include a plurality of processors arranged and configured to execute instructions stored on a plurality of memories. One such operation includes determining the resistance of a resistor in a circuit, where the resistor is a programmable variable resistor in a closed circuit between at least two conductors. Information may further be communicated between indicator elements (such as a present resistor) to communicate information between the various elements of the present embodiment. Other indicator elements may include capacitors, inductors, transceivers, and / or memories arranged and configured as would be understood by one of ordinary skill in the art. In an operation herein, the plurality of processors will cause the resistance in each conductor to be measured and the difference between these resistances to be determined such that the difference represents the resistance effect of the programmable variable resistor being measured. This operation is performed using known components as a matter of design choice of one of ordinary skill in the art. By this method, information may be communicated between processors by setting the resistance of a particular resistor to be associated with certain information listed in a look-up table. When the processor determines the resistance and matches such determination by comparing a known lexicon to particular information (such as a look-up table that associates the resistance with particular information), the measured resistance shows the particular information that matches the measured resistance to the processor performing the resistance measurement. For purposes of description, the above operation will be described hereinafter in terms of a processor determining the resistance of a particular resistor.

[0108] Exemplary embodiments are described with reference to the accompanying drawings. Where convenient, the same reference numerals are used throughout the drawings to refer to the same or like parts. Although examples and features of the disclosed principles are described herein, modifications, variations, and other implementations are possible without departing from the scope of the disclosed embodiments. It is intended that the following detailed description be regarded as exemplary only, with the true scope being indicated by the appended claims.

[0109] Return reference Figure 1, an electric vehicle (EV) 10 is connected to a power source 30 (depicted here as a type 2 socket, which is commonly referred to as an IEC 62196 type 2 connector or Mennekes) via a charging cable 20. The EV 10 includes a built-in on-board charger herein referred to as an electric vehicle supply equipment (EVSE1) 11, which is arranged to be electrically connected via the charging cable 20. Such a connection may include a plug and socket arrangement (not shown). The charging cable 20 includes an in-cable control box 22, which internally houses an electric vehicle supply equipment (EVSE2) 15 and a wireless communication module CM 18. The charging cable 20 includes an adapter 26 that internally houses a vehicle emulator CE 36. One end of the adapter 26 is connected to the in-cable control box 22, and its other end is connected to the power source 30. The connection between the adapter 26 and the power source 30 can be made through a matching plug 32 and socket arrangement. Optionally, the adapter 26 may be arranged within the control box 22. Further, the power source of the electric vehicle supply equipment may be arranged at the power source 30 between the power source 30 and the adapter 26.

[0110] Figure 8 A functional view depicting the in-cable control box 22 arranged to be directly connected to the adapter 26. The two are arranged along the charging cable 20 between a first cable portion 12 and a second cable portion 14. As shown, the EVSE2 15 houses: at least one third processor P3, which is arranged to execute instructions stored on a memory 19; a wattmeter 29, which is arranged to measure the charging power transmitted by the charging cable 20; a GPS 23, which is arranged to determine the position coordinates of the charging cable 20; a display 25, which is arranged to display and exchange information external to the in-cable control box 22; and a plurality of electrical switches 35 and a safety module 37, which are arranged to selectively and safely control the power transmission on the charging cable 20. As a matter of design choice known to those skilled in the art, the depicted modules may be logically arranged on any number of powered printed circuit boards.

[0111] Figure 9 A layout depicting a first embodiment for implementing the technology described herein. As shown, one end of a wall-mounted electric vehicle supply equipment EVSE 41 is connected to the power source 30, and its other end is connected to the charging cable 20. By a separate arrangement, the charging cable 20 may also be directly and / or partially connected to the power source 30.

[0112] For illustrative purposes, the power supply 30 includes a 7-pin Type 2 connector commonly known as Mennekes. Accordingly, the charging cable 20 includes seven individual conductors: a control pilot, which is described in two parts as a first control pilot line CP1 and a second control pilot line CP2; a proximity pilot, which is described in two parts as a first proximity pilot line PP1 and a second proximity pilot line PP2; a ground wire, which is described in two parts as a first ground wire E1 and a second ground wire E2; a neutral wire, which is described in two parts as a first neutral wire N1 and a second neutral wire N2; and three polyphase power transmission lines T1, T2, and T2.

[0113] The EVSE 41 may include at least one first processor P1, which is arranged to execute instructions stored in a memory (not shown) and receive power from T1 via a first power connector PC1. The ground wire E1 and the neutral wire N1 are arranged to pass from the power supply 30 through the EVSE 41 to the adapter 26. A plurality of first electrical switches S1, S2, and S3 are respectively arranged on the transmission lines T1, T2, and T3 and are configured to be selectively opened and closed by the first processor P1.

[0114] The adapter 26 may be arranged to receive power from a transmission line (such as the transmission line T1, etc.) via a second power connector PC2. By virtue of the connectivity between the adapter 26 and the EVSE2 15, the EVSE2 15 may also be arranged to receive power from the transmission line T1 via the second power connector PC2. The adapter 26 houses a vehicle emulator 36( Figure 8 ), and the adapter 26 includes: a second processor P2, a first resistor R1, a second resistor R2, and a third resistor R3. The resistors R1, R2, and R3 may be fixed or variable resistors configured and arranged to be programmable by the second processor P2. The second resistor R2 is arranged to form a circuit with the EVSE 41 through the first control pilot line CP1 and the first ground wire E1. The first resistor R1 is arranged to form a circuit with the EVSE 41 through the first proximity pilot line PP1 and the first ground wire E1. The third resistor R3 is arranged to form a circuit 33 with the EVSE2 15.

[0115] The EVSE2 15 includes a third processor P3, which is arranged to execute instructions stored in a memory (not shown). A plurality of second electrical switches S4, S5, and S6 are respectively individually arranged upstream along the direction of the EV 10 from the power supply 30 on the transmission lines T1, T2, and T3. The second electrical switches S4, S5, and S6 are configured to be selectively opened and closed by the third processor P3.

[0116] Attaching the charging cable 20 to a connector (not shown) of the EV 10 includes a fourth resistor R4 which, via a second proximity pilot PP2 and a second ground wire E2, is arranged to form a circuit with the EVSE2 15. The resistor R4 is fixed and related to the rating of the second cable portion 14. Optionally, in another embodiment, the resistor R4 may be arranged and configured to be programmable by a third processor P3 or may be pre-programmed according to application embodiments.

[0117] The EVSE1 11 of the electric vehicle 10 includes: a fourth processor P4 arranged to execute instructions stored on a memory (not shown); a fifth resistor R5 which, via a second control pilot wire CP2 and a second ground wire E2, is arranged to form a circuit 120 with the EVSE2 15; and a battery 27 arranged to receive charging from the transmission lines T1, T2, and T3 under the control of the fourth processor P4. The fifth resistor R5 is arranged and configured to be programmed by the fourth processor P4. The transmission lines T1, T2, and T3 are connected to the EV 10 to deliver charging power from a power source 30 to the EV 10.

[0118] Figure 12a A signal diagram method depicting charging of the EV 10 for a first arrangement according to the techniques disclosed herein. In step 200, when connected to the power source 30, the EVSE3 41 receives power via a first power connector PC1, causing the first processor P1 to power on. Typically, after initial installation, the first processor P1 periodically receives power from the power source, thereby eliminating the need to power on for each use. When becoming operational, the first processor P1 obtains the charge-carrying capacity of the first cable portion 12 of the charging cable 20 from a memory (not shown) or by checking a first resistor R1 (measuring resistance).

[0119] In step 202, the EVSE3 41 determines which is the lower value between the maximum current generating capacity of the power source 30 and the maximum current-carrying capacity of the first cable portion 12 of the charging cable 20 determined by reading the resistance of the first resistor R1. Optionally, the EVSE3 41 may substitute an even lower value. After that but including in this step, when the EVSE3 41 determines the lower value, it generates a signal 104, encodes the lower value into the signal 104, and sends the signal 104 via CP1 to the adapter 26.

[0120] In step 204, the EVSE3 41 determines the EV status by reading a second resistor R2. The EV status default set into the second resistor R2 is "ready (charging)". With the adapter 26 inserted into the EVSE3 41 or otherwise having a physical connection to the EVSE3 41, the second resistor R2 will form a circuit with the EVSE3 41.

[0121] In step 206, when the condition is determined to be "ready (charging)", the EVSE 341 closes the first electrical switches S1, S2, and S3, so that power is released from the power supply 30 along the transmission lines T1, T2, and T3 and in the direction of the EV 10. Thus, power will be received at the adapter 26 along the second power charging conductor PC2, thereby powering up the second processor P2. Power will be further received at the EVSE 215 via the second charging conductor PC2, thereby powering up the third processor P3.

[0122] In step 208, the second processor P2 causes the signal 104 to be detected and decoded, whereby the maximum charging power available from the power supply 30 becomes known at the second processor P2. Then, the second processor P2 sets the resistance of the third resistor R3 to represent the maximum charging power available from the power supply 30, such that when the third processor P3 determines the resistance of the third resistor R3, the maximum charging power available from the power supply 30 becomes known to the third processor P3.

[0123] In another embodiment, by correspondingly setting the resistance of the second resistor R2 by the second processor P2, the current condition of the EV 10 can be communicated to the EVSE 341, whereby the first processor P1 can read and decode the resistance of the second resistor R2. The second processor P2 sets the resistance of the second resistor R2 to match the EV condition (e.g., "ready (charging)"). The first processor P1 can read the resistance of the second resistor R2 and decode the current state of the EV condition.

[0124] In step 210, the third processor P3 then obtains the current-carrying capacity strength or rating of the EV to charge the second cable section 14 by determining the resistance of the fourth resistor R4. Optionally, if the current-carrying capacity or rating of the EV to charge the second cable section 14 is known in advance, the resistance of the fourth resistor R4 can be preset. This can be read, for example, from information stored in a memory (not shown).

[0125] In step 212, the third processor P3 obtains a charging schedule from the cloud 130 via the communication module 18. The charging schedule specifies a maximum charging level or a selection level for each given time period for implementation by the fourth processor P4 and for communication by the third processor P3 such that the fourth processor P4 can implement the charging of the EV battery 27. Then, the third processor P3 encodes the current maximum available charge indicated by the schedule into the signal 134, which is then sent on the second control lead CP2 to the EVSE1 11 for reading and decoding by the fourth processor P4. Then, the third processor P3 closes the second electrical switches S4, S5, and S6, thereby releasing power along the transmission lines T1, T2, and T3 to the EV 10 under the control of the fourth processor P4 to charge the EV battery 27 when the EV condition is determined to be "ready (charging)". In an alternative embodiment, the schedule may be obtained after the start of charging of the EV 10.

[0126] In step 214, the third processor P3 updates the maximum charging level encoded into the signal 134 according to the schedule, thereby causing the fourth processor P4 to adjust the charging of the EV battery 27. Thus, regardless of whether the maximum charging level for charging the EV battery 27 is equal to or less than the maximum available charging power from the power source 30, the fourth processor P4 continues the charging of the EV battery 27 based on the maximum available power decoded from the signal 134.

[0127] In step 216, the third processor P3 reads the EV condition from the resistance of the fifth resistor R5 set by the fourth processor P4. Periodically, the fourth processor P4 will update the EV condition by setting the corresponding resistance of the fifth resistor R5 for reading and decoding by the third processor P3. If the EV condition is to change to "no power (cut off)" or "error", then upon detecting this situation, the third processor P3: communicates (132) the EV condition to the cloud 130 via the communication module 18; communicates to the first processor P1 by causing the second processor P2 to set the resistance of the second resistor R2 accordingly; and quickly opens the second electrical switches S4, S5, and S6, thereby cutting off the power transmission from the transmission lines T1, T2, and T3 to the EV battery 27 and thus effectively stopping the charging process.

[0128] Figure 12bA flowchart method depicting charging of an EV 10 according to a first arrangement of the techniques disclosed herein. The method starts at step 300 and proceeds to step 301, where the EVSE2 15 is powered on. For example, power can be released from the power source 30 via instructions that can be received at the power source 30 or pre-programmed (to be retrieved upon determining that the charging cable 20 is connected to the power source 30). Functionally, the first processor P1 can cause the first electrical switches S1, S2, and S3 to close, thereby facilitating the flow of power along the transmission lines T1, T2, and T3 towards the second power connector PC2, thus powering on the EVSE2 15.

[0129] In step 302, it is determined whether the charging cable 20 effectively connects the EV 10 to the power source 30. For example, this determination can be made by the EVSE2 detecting the charging connection between the EV 10 and the power source 30. In the case of an affirmative determination, the method proceeds to step 304. In the case of a negative determination, a user error message can be generated and communicated to the user via the display 25, and the method returns (307) to step 302. Optionally, after a given number of returns, the method can automatically end (not shown).

[0130] In step 304, the maximum available power from the power source for charging the EV battery 27 is determined. For example, such a determination can be made by the first processor P1 comparing the maximum power output from the power source 30 with the power-carrying capacity of the first portion 12 of the charging cable, and then communicating the smaller of the two values to the third processor P3 via a handshake or encoding into a signal (e.g., 104).

[0131] In step 306, the EV status is obtained. For example, the status of the EV 10 regarding charging its battery 27 can be determined and communicated by the EV to the control box 22, and specifically to the third processor P3, via a handshake.

[0132] In step 308, power is released to the EV 10 to charge its battery 27. For example, the release can be effected by the third processor P3 closing a plurality of electrical switches (S4, S5, S6) on the transmission lines T1, T2, and T3.

[0133] In step 310, a charging schedule is obtained. For example, the charging schedule can be received from the cloud and can also include charging levels for each given (pre)defined time period and / or specific to the user or EV battery 27 requirements.

[0134] In step 311, a specific maximum charge level is determined. For example, this specific maximum charge level can be the appropriate level at which the EV battery 27 should be charged at a specific time point according to the schedule obtained in step 310. The determination of the specific maximum charge level can be performed by the third processor P3.

[0135] In step 312, the specific maximum charge level is communicated to the EV 10. For example, the specific maximum charge level that conforms to the schedule of step 310 can be determined by the third processor P3, encoded into the signal 134, and communicated to the fourth processor P4 via the second control lead CP2 or via the handshake as described above or via a similar manner envisioned by those skilled in the art.

[0136] In step 313, the EV battery 27 is charged at the specific maximum charge level. For example, as envisioned by those skilled in the art, the fourth processor P4, which now has the current specific maximum charge level, charges the EV battery 27 only at a level below the specific maximum charge level using the power from the power source 30, where, as described above, this may be different from the power released to the EV 10 in step 308.

[0137] In step 314, it is determined whether the current EV condition is one of "no power (cut off)" and "error". For example, the current EV condition can be determined by the fourth processor P4 and communicated to the third processor P3 via signals and handshakes, etc., and then the third processor P3 can decode and / or otherwise read the current EV condition, and / or compare the newly received EV condition with the previously known EV condition from step 306. If the third processor P3 determines that the newly received EV condition is "no power (cut off)" or "error" (e.g., "yes"), the method proceeds to step 316. If the third processor P3 determines that the newly received EV condition is not "no power (cut off)" or "error" (e.g., "no"), the method proceeds to step 322.

[0138] In step 316, power is cut off for the EV 10. For example, the third processor P3 opens a plurality of second electrical switches S4, S5, and S6, thereby cutting off the electrical connection between the EV 10 and the power source 30 established through the transmission lines T1, T2, and T3.

[0139] In step 318, the power source 30 is isolated. For example, the first processor P1 opens a plurality of first electrical switches S1, S2, S3, thereby further cutting off the electrical connection initiated in step 316 and electrically disconnecting or isolating the wall-mounted EVSE 41 and the power source 30 from Figure 9 the other elements shown.

[0140] In step 320, the method ends.

[0141] In step 322, it is determined whether the maximum charge level sent in step 312 is the current charge level. For example, the third processor P3 may compare the specific maximum charge level communicated in step 312 with the charge level that would be the current or actual level at that particular time point according to the obtained schedule. If "yes" (the specific maximum charge level is in sync with the schedule), the method returns to step 312, where the specific maximum charge level is communicated to the EV. If it is determined that the charge level is not the current charge level (e.g., "no"), the method returns to step 311, where, as emphasized above, the specific maximum charge level according to the obtained schedule is determined.

[0142] Now reference will be made to Figure 12c the flowchart depicting the method for controlling the charging of the EV battery 27 to illustrate another operation of this embodiment.

[0143] Here, the operation starts at step 400 and proceeds to step 401, where it is determined whether the EV 10 is connected to the power source 30 such that the EV battery 27 can be charged using the power from the power source.

[0144] If this determination is affirmative (e.g., "yes"), i.e., the EV 10 is connected to the power source 30, the method continues to step 402. If the determination is negative, the method returns to step 401.

[0145] In step 402, a signal indicating the maximum power charge available from the power source is received. For example, this signal can be received within the cable control box, and particularly at one of the second processor P2 and the third processor P3. The signal can be generated by a smart power source (as Figure 9 shown), such as by the first processor P1 implementing power output measurement or retrieving such information from a memory (not shown). Once determined, the signal can be communicated via encoding into the signal (e.g., 104) and handshaking, etc.

[0146] In step 404, a signal indicating the maximum charge cable rating and condition of the electric vehicle connected to the power source is sent to the power source. For example, the maximum charge cable rating can be determined, and the EV condition can be received from the EV10 according to the steps emphasized above. Additionally, the EV condition can be default set to "vehicle detected".

[0147] In step 406, power is received from a power source. For example, the first electrical switches S1, S2, S3 can be closed via the first processor P1 to receive power at the in-cable control box 22 within the cable, thereby releasing power from the power source 30 along the transmission lines T1, T2, T3. In the case of receiving power, as described above, the second processor P2 and the third processor P3 can be powered up for the second power connector PC2.

[0148] In step 408, the current condition of the EV 10 is obtained. For example, the current condition can be determined within the EV 10 by appropriately configuring and arranging the fourth processor P4 to execute appropriate steps stored in a memory (not shown). Then, the current condition can be encoded into the signal being sent, communicated to the in-cable control box 22 via handshaking or the like and specifically to the third processor P3.

[0149] In step 410, a charging schedule for the EV battery 27 can be obtained. The schedule can be obtained (132) from the cloud 130 via the communication module CM18, and can include various considerations, which include over a specific time period related to and / or specific to the EV 10 and / or the power source 30, and the appropriate maximum charging level within and during that specific time period. The charging schedule can be further arranged and configured to be used by the in-cable control box 22 and specifically by the second processor P2 and / or the third processor P3 to further execute setting the charging level of the EV battery 27 by the fourth processor P4. Optionally, the schedule can be obtained at a later time.

[0150] In step 412, a specific maximum charging level is determined. For example, as emphasized above, the determination of the specific maximum charging level can be performed by the third processor P3.

[0151] In step 414, power is released to the EV 10. For example, as emphasized above, the third processor P3 can close a plurality of second electrical switches S4, S5, S6, thereby facilitating the flow of power from the power source to the EV 10 along the transmission lines T1, T2, T3.

[0152] In step 416, the specific maximum charging level is communicated to the EV. For example, as emphasized above, the third processor P3 can communicate this level to the fourth processor P4.

[0153] In step 418, the EV battery 27 is charged at the specific maximum charging level. For example, as emphasized above, the fourth processor P4, now having the specific maximum charging level communicated from the third processor P3, uses the power received from the power source 30 to charge the EV battery 27 at the specific maximum charging level.

[0154] In step 420, it is determined whether the current EV status is either "No power (cut off)" or "Error". For example, as emphasized above, the current EV status can be determined by the fourth processor P4 and communicated to the third processor P3, and then the third processor P3 determines the newly received EV status. If the EV status is "No power (cut off)" or "Error" (e.g., "Yes"), the method proceeds to step 422. If the third processor P3 determines that the newly received EV status is not "No power (cut off)" or "Error" (e.g., "No"), the method proceeds to step 428.

[0155] In step 422, power is cut off for EV 10. For example, as emphasized above, the third processor P3 opens a plurality of second electrical switches S4, S5, and S6, thereby cutting off the electrical connection between EV 10 and the power supply 30 established through the transmission lines T1, T2, and T3.

[0156] In step 424, the power supply 30 is isolated. For example, as emphasized above, the first processor P1 opens a plurality of first electrical switches S1, S2, S3, thereby electrically disconnecting or isolating the wall-mounted EVSE 41 and the power supply 30 from Figure 9 the other elements shown.

[0157] In step 426, the method ends.

[0158] In step 428, it is determined whether the maximum charging level sent in step 312 is the current charging level. For example, as emphasized above, the third processor P3 can make this determination. If "Yes" (a specific maximum charging level is synchronized with the schedule), the method returns to step 416, where the specific maximum charging level is communicated to the EV. If it is determined that the charging level is not the current charging level (e.g., "No"), the method returns to step 412, where, as emphasized above, a specific maximum charging level is determined according to the obtained schedule.

[0159] Figure 10a and 10b depicts a second arrangement for charging EV 10 according to another embodiment of the technology disclosed herein, where the same reference numerals are used to denote the same elements. As shown, the adapter 26 houses the first resistor R1, where the second resistor R2 and the third resistor R3 are now absent from the adapter 26. The second resistor R2 is now housed in the EVSE2 15, and the second power connector PC2 now leads directly from the transmission line T1 to the EVSE2 15, thereby bypassing the adapter 26.

[0160] The first control lead CP1 is now via the third electrical switch S7 (shown in Figure 10a the open position and also inFigure 10b shown in the closed position) is directly connected to the second control lead CP2, and the second resistor R2 is now arranged in the circuit through the connected CP lines or conductors (CP1 and CP2) and the now also connected first ground wire E1 and second ground wire E2. The third electrical switch S7 is configured to be selectively opened and closed by the third processor P3.

[0161] Reference will now be made to Figure 13 the operation of a second arrangement for charging the EV 10 according to another embodiment of the techniques disclosed herein.

[0162] Here, the operation starts at step 600 and proceeds to step 602, where a closed circuit is formed between the power supply 30 and the EV 10. For example, the third electrical switch S7 is set to closed ( Figure 10b ), thereby connecting the first control lead CP1 to the second control lead CP2 such that the EVSE3 41 and the EVSE1 11 form a circuit.

[0163] In step 604, a signal is received from the EV 10. For example, as emphasized above, the signal can include the lesser of the maximum available charging power from the power supply 10 in cooperation with the charging cable 20, i.e., the maximum current output of the power supply 30 and the charging carrying capacity of the first cable portion 12. The signal 104 can now propagate uninterrupted to the EVSE1 11, where at the EVSE1 11, the signal 104 is detected and decoded by the fourth processor P4.

[0164] In step 606, the EV status can be set to "vehicle detected". For example, this setting can be made in response to detecting the signal generated in step 604. As shown, the signal 104 including the maximum available charging power can be received and decoded at the fourth processor P4, in response to which the fourth processor P4 causes the EV status to read "vehicle detected" and further causes the resistance of the fifth resistor R5 to be set to a value consistent with this EV status.

[0165] In step 608, power is released from the power source. For example, the resistance of the fifth resistor R5 is determined and decoded by the first processor P1 via a closed circuit including a control pilot conductor and a ground wire, and in response to detecting that the EV condition is "vehicle detected" (e.g., in accordance with step 606), the first processor P1 closes the first electrical switches S1, S2, and S3, thereby releasing power in the direction of the EV 10 from the power source 30 through the transmission lines T1, T2, and T3. As can be understood by those skilled in the art, other EV conditions can be detected without impeding the method. Signals can be received at the in-cable control box 22; can be generated by the first processor P1; and can be encoded with information related to the maximum available charge from the power source 30 for charging the EV 10 and sent along the control pilot leads CP1 and CP2.

[0166] In step 610, the circuit closed in step 602 is opened. For example, the third electrical switch S7 can be opened by the third processor P3. In an alternative embodiment, step 612 is performed before step 610.

[0167] In step 612, a new maximum available charge is determined and sent to the EV, and the EV is emulated to a wall-mounted EVSE. For example, the cable rating of the second cable portion 14 can be determined by the third processor P3 by determining the resistance of the fourth resistor R4 and / or reading the resistance from a memory (not shown). The third processor P3 can also determine (as emphasized above) the maximum available charge obtainable from the power source 10 and determine the current EV condition by determining the resistance of the fifth resistor R5. Then, the third processor P3 can generate a signal 134 encoded with the maximum available charge information obtainable from the power source 30 as decodable from the signal 104 and send the signal 134 along the second control pilot lead CP2 to the EVSE 111. The third processor P3 further closes a plurality of second electrical switches S4, S5, and S6, thereby enabling power transmission to the EV 10 through the transmission lines T1, T2, and T3. The third processor P3 can also further set the resistance of the second resistor R2 to correspond to the current EV condition, such that the current EV condition can become known to the first processor P1 by determining the resistance of the second resistor R2. Finally, the fourth processor P4 instructs the EV 10 to charge at the maximum available charge via the signal 134. Optionally, the fourth processor P4 can set other charging rates as long as they do not exceed the above-mentioned maximum available charge.

[0168] In step 614, a charging schedule is obtained. For example, the charging schedule can be obtained from the cloud 130 and be specific to the desired charging requirements and / or standards of the EV 10. The schedule can be obtained as emphasized above.

[0169] In step 616, a specific maximum charge level is determined. For example, as emphasized above, the determination of the specific maximum charge level can be performed by the third processor P3.

[0170] In step 618, the specific maximum charge level is communicated to the EV for the EV to charge its battery at the time and power level indicated by the schedule. For example, as emphasized above, the third processor P3 can communicate this level to the fourth processor P4.

[0171] In step 620, the EV battery 27 is charged at the specific maximum charge level. For example, as emphasized above, the fourth processor P4 uses the power received from the power supply 30 to charge the EV battery 27 at the specific maximum charge level.

[0172] In step 622, it is determined whether the current EV condition is one of "no power (cut off)" and "error". For example, as emphasized above, the current EV condition can be determined by the fourth processor P4 and communicated to the third processor P3, and then the third processor P3 can accordingly determine the current EV condition. If the EV condition is "no power (cut off)" or "error" (e.g., "yes"), the method proceeds to step 624. If the third processor P3 determines that the newly received EV condition is not "no power (cut off)" or "error" (e.g., "no"), the method proceeds to step 630.

[0173] In step 624, power is cut off for the EV 10. For example, as emphasized above, the third processor P3 cuts the electrical connection between the EV 10 and the power supply 30.

[0174] In step 626, the power supply 30 is isolated. For example, as emphasized above, the first processor P1 isolates the wall-mounted EVSE3 41 and the power supply 30 from Figure 9 the other elements shown.

[0175] In step 628, the method ends.

[0176] In step 630, it is determined whether the maximum charge level sent in step 312 is the current charge level. For example, as emphasized above, the third processor P3 determines whether the current specific maximum charge level communicated in step 618 is in sync with the obtained schedule (of step 614). If "yes", the method returns to step 618, otherwise the method returns to step 616.

[0177] Figure 11Depict a third arrangement for charging an EV 10 according to another embodiment of the technology disclosed herein. As shown, the power supply 30 includes: a household wall socket, such as a standard household wall socket that those skilled in the art can envision according to the geographical location and / or application of the international technical standards in use, a household wall socket connected to other embodiments of such connections, etc.; a cable socket (not shown) facilitating the connection of three conductors; a transmission line T4; a neutral conductor N3; and a ground wire E3.

[0178] For example, a fourth electrical switch S8 can be located near the power supply 30 and can include a standard household safety switch or circuit breaker. The fourth electrical switch S8 can be arranged and configured to be manually controlled or controlled by a third processor P3. A household wall socket typically lacks any signal generation, communication, and / or processing components, so in the shown arrangement, a wall-mounted EVSE (such as EVSE3 41) using the household wall socket as the power supply 30 is not used. The adapter 26 is configured to mate with the household wall socket and includes a third resistor R3 arranged to form a circuit 33 with the EVSE2 15, such that the third processor P3 can determine the resistance of the third resistor R3. Since the adapter 26 is pre-configured to mate with a specific power supply configured to deliver a specific maximum charging power, the level of the available maximum charging power from the household power socket is pre-known. Thus, the resistance of the third resistor R3 can be pre-configured such that when determined by the third processor P3, the resistance indicates the level of the available maximum charging power from the power supply 30. The EVSE2 internally houses the third processor P3, which is arranged to be able to communicate 132 with the cloud 130 through the communication module 18 and to selectively open and close a fifth electrical switch S9, where the fifth electrical switch S9 is arranged upstream along the direction of the EV10 on the transmission line T4 starting from the power supply 30 and starting from the fourth electrical switch S8.

[0179] Now will be generally referred to Figure 11 and Figure 14 to illustrate a method for charging an EV 10 according to the third arrangement of the technology disclosed herein, where the same reference numerals are used to denote the same elements.

[0180] Here, the operation starts at step 700 and proceeds to step 702, where an appropriate adapter is selected. For example, an adapter that matches the household wall socket is selected and brought into electrical contact with both the EVSE2 15 and the household wall socket serving as the power supply 30.

[0181] In step 704, power is released from the power source. For example, when power is present, the fourth electrical switch S8 is closed to enable power flow along the direction of EV 10 via the transmission line T4, so that the EVSE2 15 is powered on through the second power connection PC2. The fourth electrical switch S8 can be closed manually or electronically under the control of the third processor P3 or other components not shown.

[0182] In step 706, the maximum charging power available from the power source is determined. For example, the third processor P3 can be powered on by allowing power to flow to the second power connector PC2 in accordance with step 704. Then, the third processor P3 determines and decodes the resistance of the third resistor R3 in order to identify the maximum available charging power from the power source 30.

[0183] In step 708, the EV condition and the second cable section rating are determined. For example, the EV condition and the second cable section rating can be determined by the third processor P3 as emphasized above (i.e., through the handshakes conveyed via the fifth resistor R5 and the fourth resistor R4 respectively).

[0184] In step 709, it is determined whether the EV condition is "vehicle detected". In the case of an affirmative determination (e.g., "yes"), the method proceeds to step 710. In the case of a negative determination, i.e., the EV condition is not "vehicle detected" (e.g., "no"), the method selectively returns to step 708 until the method times out and ends.

[0185] In step 710, power is released to the EV. For example, when it is determined that the EV condition is "vehicle detected", the third processor P3 can close the fifth electrical switch S9, thereby releasing charging power to the EV 10 through the transmission line T4. As those skilled in the art can understand, Figure 11 the depicted charging arrangement can include more than one transmission line.

[0186] In step 712, a charging schedule is obtained. For example, the charging schedule can be obtained from the cloud 130 and is specific to the desired charging requirements and / or standards of the EV 10.

[0187] In step 714, a specific maximum charging level is determined. For example, as emphasized above, the determination of the specific maximum charging level can be performed by the third processor P3.

[0188] In step 716, the specific maximum charging level is communicated to the EV for the EV to charge its battery at the time and power level indicated by the schedule. For example, as emphasized above, the third processor P3 can communicate this level to the fourth processor P4.

[0189] In step 718, the EV battery 27 is charged at a specific maximum charge level. For example, as emphasized above, the fourth processor P4 uses the power received from the power source 30 to charge the EV battery 27 at a specific maximum charge level.

[0190] In step 720, it is determined whether the current EV condition is one of "no power (cut off)" and "error". For example, as emphasized above, the current EV condition can be determined by the fourth processor P4 and communicated to the third processor P3. If the EV condition is "no power (cut off)" or "error" (e.g., "yes"), the method proceeds to step 722. If the third processor P3 determines that the newly received EV condition is not "no power (cut off)" or "error" (e.g., "no"), the method proceeds to step 728.

[0191] In step 722, power is cut off for the EV 10. For example, as emphasized above, the third processor P3 cuts the electrical connection between the EV 10 and the power source 30.

[0192] In step 724, the power source 30 is isolated. For example, as emphasized above, the first processor P1 isolates the wall-mounted EVSE 41 and the power source 30 from Figure 9 the other components described.

[0193] In step 726, the method ends.

[0194] In step 728, it is determined whether the maximum charge level transmitted in step 312 is the current charge level. For example, as emphasized above, the third processor P3 uses the obtained schedule to determine whether the current specific maximum charge level is the current charge level. If "yes", the method returns to step 618; otherwise, the method returns to step 616.

[0195] With this arrangement, regardless of the available maximum charging power from the power source 30, the EV 10 is charged at a specific maximum power charge level set by the third processor P3 according to the schedule obtained from the cloud 130.

[0196] The communication module CM of this embodiment may include a network and communication chip, i.e., a semiconductor integrated circuit that uses various technologies and supports different types of serial and wireless technologies envisioned by those skilled in the art. Example serial technologies supported by the communication module include RS232, RS422, RS485, Serial Peripheral Interface, Universal Serial Bus, and Mobile USB (USB on-the-go), Ethernet via an RJ-45 connector, or USB 2.0. Example wireless technologies include Code Division Multiple Access, Wideband Code Division Multiple Access, Wireless Fidelity or IEEE 802.11, Worldwide Interoperability for Microwave Access or IEEE 802.16, Wireless Mesh Network, and ZigBee or IEEE 802.15.4. The chip can be used to provide wireless connectivity in a chip-on-solution platform that powers short-range radio communication applications. The communication module CM can be configured to operate using 2G, 3G, or 4G technical standards, which include Universal Mobile Telecommunications System, Enhanced Data Rates for GSM Evolution, and Global System for Mobile Communications. The 4G standard is based solely on packet switching, while 3G is based on a combination of circuit and packet switching.

[0197] The processor of this embodiment can be arranged to communicate with one or more memory devices such as RAM or ROM via a storage interface. The storage interface can be connected to memory devices including but not limited to memory drives, removable disk drives, etc., which employ connection protocols such as Serial Advanced Technology Attachment, Integrated Drive Electronics, IEEE-1394, Universal Serial Bus, Fibre Channel, Small Computer System Interface, etc. Memory drives can also include drums, disk drives, magneto-optical drives, optical drives, Redundant Array of Independent Disks, solid-state memory devices, solid-state drives, etc.

[0198] A memory device may store a collection of programs or database components, including but not limited to an operating system, user interface applications, user / application data (e.g., any data variables or data records discussed in this disclosure), etc. The operating system may facilitate resource management and operation of a computer system. Examples of operating systems include but are not limited to Apple Macintosh OS X, Unix, Unix-like system distributions, Linux distributions, IBM OS / 2, Microsoft Windows, Apple iOS, Google Android, or Blackberry OS, etc. The user interface may facilitate the display, execution, interaction, manipulation, or operation of program components via text or graphical facilities, including but not limited to touchscreens. For example, the user interface may provide computer interaction interface elements, such as cursors, icons, check boxes, menus, scroll bars, windows, widgets, etc., on a display system operably connected to the computer system. Graphical user interfaces (GUIs) may be employed, and these GUIs include but are not limited to Aqua of the Apple Macintosh operating system, IBM OS / 2, Microsoft Windows (e.g., Aero, Metro, etc.), Unix X-Windows, or web interface libraries (e.g., ActiveX, Java, Javascript, AJAX, HTML, Adobe Flash, etc.), etc.

[0199] It should be understood that, for clarity, the above description has described embodiments of the techniques herein with reference to different functional units and processors. However, it is obvious that any suitable functional distribution between different functional units, processors, or domains may be used without departing from the techniques herein. For example, functions illustrated as being performed by separate processors or controllers may be performed by the same processor or controller. Thus, the reference to specific functional units is only considered as a reference to suitable components for providing the described functions, and does not represent a strict logical or physical structure or organization.

[0200] This specification describes systems and methods for charging an electric vehicle. The illustrated steps are set forth to illustrate the exemplary embodiments shown, and it should be expected that ongoing technological developments will change the way in which particular functions are performed. These examples are presented herein for illustrative and not limiting purposes. Additionally, for ease of description, the boundaries of functional building blocks are arbitrarily defined herein. Alternative boundaries may be defined as long as the specified functions and their relationships are appropriately performed. Based on the teachings contained herein, those skilled in the relevant art will be aware of alternatives (including equivalents, extensions, variations, deviations, etc. of the embodiments described herein). These alternatives fall within the scope of the disclosed embodiments.

[0201] In addition, one or more computer-readable storage media can be utilized to implement embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory that can store information or data readable by a processor. Thus, a computer-readable storage medium can store instructions for execution by one or more processors, the instructions including instructions for causing the processor to perform steps or stages consistent with the embodiments described herein. The term "computer-readable medium" should be understood to include tangible items and to exclude carrier waves and transient signals, i.e., to be non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard disk drives, CD ROMs, DVDs, flash drives, magnetic disks, and any other known physical storage medium.

[0202] It is intended that the present disclosure and examples be considered only exemplary, with the true scope of the disclosed embodiments being indicated by the appended claims.

Claims

1. A method for an operating system of a system configured to control charging of an electrical energy storage system of a user's electric vehicle from a power source having a maximum charging power limit, wherein the electrical energy storage system is configured to be charged according to a selected limit, and wherein the system includes a server and a charging cable, the method comprises: receiving, at the server, a data signal transmitted through the charging cable, the charging cable having a communication module for wireless communication with the server, the data signal including a cable specification and location data indicating a location where the charging cable is connected to the power source; accessing, by the server, an information source to obtain environmental information, the environmental information including at least grid information and calendar information associated with the user; generating, by the server, a charging schedule based on the cable specification, the location data, and the environmental information; and transmitting, by the server, the charging schedule to the communication module of the charging cable, the charging cable causing the electrical energy storage system to be charged according to the charging schedule, wherein accessing the information source includes: accessing a grid information source to obtain the grid information, wherein the grid information specifies a maximum current load based on the location data, the grid information including data related to the structure of the grid, wherein the structure of the grid is defined by a transmission system and a distribution system, and wherein the grid is configured to deliver power from the transmission system to the electrical energy storage system, and in the event of a change in the grid information, regenerating the charging schedule based on the cable specification, the location data, and the changed environmental information.

2. The method according to claim 1, wherein, the charging schedule includes a first time period for charging the electrical energy storage system at less than the maximum charging power limit of the power source.

3. The method according to claim 2, wherein, the charging schedule includes a second time period for charging the electrical energy storage system at the maximum charging power limit of the power source.

4. The method according to claim 2, further comprises: extracting, by the server, an identifier specific to the charging cable from the cable specification, wherein the identifier is associated with user-specific data and electric vehicle-specific data.

5. The method according to claim 4, wherein, accessing the information source includes: accessing a user calendar information source to obtain the calendar information, and accessing an electric vehicle information source to obtain an electric vehicle specification including information related to the electrical energy storage system.

6. The method according to claim 5, wherein, the charging schedule sets a start time and ends at an end time, the end time being based on at least one of the calendar information and a predetermined charging rule associated with the user, wherein the charging schedule includes a plurality of time periods between the start time and the end time, each of these time periods defining a specific charging power to be used during that time period.

7. The method according to claim 6, wherein, The charging schedule is determined by applying a lowest-cost path search algorithm.

8. The method according to claim 7, wherein, applying the lowest-cost path search algorithm includes: determining available time between the start time and the end time; determining the total amount of energy required to charge the electrical energy storage system based on information obtained from the electric vehicle information source, the information including the current charge state of the electrical energy storage system, the desired target charge state of the electrical energy storage system, and the capacity; determining the maximum power that can be drawn for charging based on the grid information and the electric vehicle information; setting a plurality of power states at selected time points between the start time and the end time; determining transitions to adjacent power states for each power state; determining the detailed cost for each transition; converting the detailed cost into a weighting factor for each transition; determining the lowest-cost path; and transforming the lowest-cost path into the charging schedule.

9. The method according to claim 1, further including: in the case where changed environmental information is detected during charging, generating a new charging schedule by the server and sending the new charging schedule to the communication module of the charging cable by the server, the charging cable causing the electrical energy storage system to be charged according to the new charging schedule.

10. The method according to claim 1, wherein, receiving the data signal and sending the charging schedule occur by using the Open Charge Point Protocol, i.e., OCPP.

11. A system for controlling charging of an electrical energy storage system of a user's electric vehicle from a power source having a maximum charging power limit, wherein the electric vehicle is configured to charge the electrical energy storage system according to a selected limit, the system comprising: a server including a processor, a data storage system, and a first communication module; and a charging cable including: a control box configured to set a predetermined power charging selection limit for the electric vehicle; an adapter arranged to connect the control box and the power source; and a second communication module for wireless communication with the server, wherein the processor is configured to: receive a data signal sent through the second communication module of the charging cable, the data signal including cable specifications; access at least one information source to obtain environmental information, the environmental information including at least grid information and calendar information associated with the user; generate a charging schedule based on the cable specifications, location data, and the environmental information; and send the charging schedule to the second communication module of the charging cable, the charging cable being configured to cause the electrical energy storage system to be charged according to the charging schedule, wherein the processor is configured to receive the location data indicating the location where the charging cable is connected to the power source, and wherein the processor accesses a grid information source to obtain the grid information, the grid information specifying a maximum current load based on the location data.

12. The system according to claim 11, wherein, The charging schedule includes a first time period during which the electrical energy storage system is charged at less than the maximum charging power limit of the power source.

13. The system according to claim 11, wherein, the charging schedule includes a second time period during which the electrical energy storage system is charged at the maximum charging power limit of the power source.

14. The system according to claim 11, wherein, the processor is further configured to: in the case where changed ambient information is detected during charging, generate a new charging schedule through the server and send the new charging schedule to the second communication module of the charging cable, the charging cable being configured to charge the electrical energy storage system according to the new charging schedule.

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